Internal-combustion engine.



F. W. BUKOVINY.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED 00T.12, 1912.

1 124,850 Patented Jan.12, 1915. 9 l 2 SHEETS-SHEET 1.

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- uuamto'o -EWBukovinJ THE NORRIS PETERS C0 PHOTO-LITHQ, WASHING/ON, D. C.

I. W. BUKOVINY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OGT.12, 1912.

2 SHEETS-SHEET 2.

EwBu/kovin I Patented Jan. 12, 1915.

THE NORRIS PETERS CO, PHOTOLITHO, WASHINGTON. D.

FRANK W. BUKOVINY, 0F AMARILL'O, TEXAS.

INTERNAL-COMBUSTION ENGINE.

Application filed October 12, 1912.

1 0 all whom it may concern.

Be it known that I, FRANK W. BUKOVINY, a citizen of the United States, residing at Amarillo, in the county of Potter and State of Texas, have invented certain new and useful Improvements in- Internal-Combustion Engines, of which the following is a specification, reference being had to the accompanying drawings.

This invention comprehends certam new and useful improvements in internal combustion engines of the two-cycle, reciprocating pistons type, and the invention has for one of its primary objects a simple and ef licient engine of this character which Wlll pre-heat the incoming gaseous fuel charge prior to compression, which will do away with the necessity of compressing the gaseous mixture in the crank case and will precompress the fresh gaseous fuel on the down stroke and at the same time use the gas in the same cylinder in which it was pre-compressed.

The invention also has for one of its main objects a simple, durable and efficient construction of internal combustion engine, the parts of which are so constructed and arranged that the engine will run smoothly and will reduce vibration to a minimum. And the invention also aims to generally improve internal combustion engines of this type and to render the same more useful and commercially desirable.

With these and other objects in view, as will more fully appear as the description proceeds, the invention consists in certain constructions, arrangements and combinations of the parts that I shall hereinafter fully describe and claim.

For a full understanding of the invention, reference is to be had to the following description and accompanying drawings in which,

Figure l is a sectional side elevation of a two-cycle reciprocating internal combustion engine embodying the principles and improvements of my invention. Fig. 2 is a longitudinal sectional view of the cylinder of the engine and its valve chamber, parts being broken away and the piston being shown in section in its operative position within the cylinder. Fig. 3 is a detail section through the crank case with parts in side elevation, the section being taken approximately on the line 33, of Fig. 1, looking in the direction of the arrow. Fig.

Specification of Letters Patent.

Patented Jan. 12, 1915.

Serial No. 725,488.

l is a substantially similar view on the line 4 1, of Fig. 1. Fig. 5 is a detail perspective view of one of the crank shaft bearing caps which is so formed as to serve as a guide for one of the valve operating rods or plungers. Fig. 6 is a detail sectional View through the exhaust valve of the engine, the section being taken approximately on the line 66, of Fig. 1. Fig. 7 is a detail plan view of the exhaust valve, and, Fig. 8 1s a detail sectional View of the intake valve on the line 8-8, of Fig. 1.

Corresponding and like parts are referred to in the following description and designated inthe accompanying drawings by like reference characters.

Referring to the drawings, the numeral 1 designates, as a whole, the cylinder of my improved internal combustion engine, said cylinder being water-jacketed, as indicated at 2 in Fig. 2, although it is to be understood that the invention is not limited in this regard, and the cylinder being of a smaller bore in its upper portion than in 1ts lower portion, whereby to form a combustion chamber 3 and the outer wall of an annular compression chamber 4, the inner wall of the compression chamber being formed by a cylindrical sleeve 5. The sleeve 5 is formed at its lower end with an outstanding flange 6 which forms a closed bottom or lower end for the annular compres- S1011 chamber, the flange 6 extending outwardly underneath the flange 7 that is formed on the lower end of the cylinder wall, and said flanges resting upon and being secured in any desired way to the crank case 8.

The piston which is mounted for reciprocation within the cylinder 1, comprises a cylindrical shell 9, whichis formed at its lower end with an enlarged portion 9, which snugly fits the outer wall of the compression chamber 4:, while the inner wall of said shell is of a diameter to snugly fit the exterior wall -of the sleeve 5. The upper and the enlarged lower portions of the shell 9 of the piston are suitably packed, as clearly illustrated in Fig. 2. The piston also comprises a wrist pin bell 10 which is secured by screw-threaded engagement or otherwise within the shell 9 and to which the connecting rod or pitman 11 is pivotally connected through the instrumentality of the wrist pin 12. Apertures 13 are drilled in the piston shell in registry with annular grooves 14 whereby the oily vapor from the is produced by the outwardly offset or enlarged end 9* of the shell, and the adjoining cylinder wall. It will be noted that the wrist pin bell 10 snugly fits within the inside of the sleeve 5 and thereby reduces the stress on the top of the piston shell 9'. 1n the top of the piston chamber 3, the cylinder 1 is formed with an opening 16 for the spark plug.

Carried by and preferably formed integral with the cylinder 1, is an elongated cylindrical valve chamber 17 which, in the present embodiment of the invention, has a bore, the upper portion of which is somewhat larger than the lower portion, as clearly illustrated in Fig. 2. Within the upper larger portion of the valve chamber 17, the same is formed with exhaust ports 18 and 19, the exhaust port 18 establishing communication between the interior of the combustion chamber 3 and the valve chamber 17, and the port 19 establishing communi cation between the interior of the valve chamber and the atmosphere. In the smaller portion of its bore, the valve chamber 17 is formed with an intake port 20 and an inlet port 21 disposed like the ports 18 and 19 in diametrical relation to each other, the port 20 establishing communication between the interior of the cylinder 1 and the interior of the valve chamber, while the port 21 leads to a passage 22 extending downwardly and opening into the lower end or" the compressionchamber 4 by means of a port 23.

24 designates the exhaust valve. This valve is a piston valve mounted for a reciprocatory movement in the upper larger portion of the valve chamber 17 and formed at its lower end with a transversely extending passage 25, on opposite sides of which and distinct therefrom, are vertically extending passages or channels 26 which render the valve open from top to bottom for the passage of the incoming charges of gaseous fuel.

27 designates the intake valve, said valve being mounted for reciprocatory movement in the lower portion of the valve chamber 17 and being formed at its upper end with an intake port 28 and below the same with an inlet passage 29 extending transversely through the valve. The lower portion of the intake valve 27 is blanked, and in one position of the valve is designed to lap over the ports 20 and 21, while in another position of the valve, the port 28 will register with the port 21 and establish communication between the upper end of the valve chamber and the passage 22 and thence with the compression chamber 4, and in still another position of the valve, the transverse passage 29 will establish communication between the ports 20 and 21, whereby to allow the compressed charge to flow into the combustion chamber 3 above the piston.

in order to positively operate the exhaust valve 24 and intake valve 27, the crank shaft 30 of the engine is provided with cams 31 and 32 preterably formed integral therewith. The cam 31 is designed to act against a roller 33 which is journaled in the lower end of a bar 34 forming part of a plunger rod Said rod extends upwardly through the top 01 the crank case 8 and through apertures formed in the overlying flanges (3 and 7 and is encircled by an expansion spring 36, whereby the roller 33 will at all times be kept properly in engagement with the cam 31. The upper end of the plunger rod 35 is pivotally connected to a walking beam 37 tulcrumed on an arm 38 projecting upwardly from the cylinder 1, said walking beam being pivotally connected by means of a link 39 to a valve stem 40 which works through a guide opening in the valve chamber cap 41 and which is connected at its lower end to the exhaust valve 24. The cam engages a roller 42 journaled in the lower end of a bar 4 forming part of a valve rod or plunger 44, said plunger also working through apertures formed in the top of the crank case and in the overlying flanges 6 and '4' and also in an opening 45 formed in the bottom of the valve chamber 17. This last named valve rod is connected at its upper end to the intake valve 21 and is encircled within the crank case by an expansion spring 46 similar to the spring 36 and for a corresponding purpose. Preterably, the bars 34 and 43 forming part of the plungers 35 and are guided within openings 47 that are formed for their passage in the journal bearing covers 48 of the crank shaft 30.

From the foregoing description in connection with the accompanying drawings, the operation of my improved internal combustion engine will be apparent.

On the beginning of the up stroke (compression stroke), the intake valve 27 reaches its lowermost position and the port 28 of said valve will register with the port 21. The piston, in its upward movement, will create a partial vacuum in the compression chamber 4 and the gaseous mixture will be drawn from the carbureter into the upper end of the valve chamber 17 and thence down through the channels or passages 23 of the exhaust valve 24 and through the port 21, passage 22 and port 23 into the compression chamber 4. Upon reaching the top dead center, the intake valve 27 will close the port 21 by an upward movement of said valve, and on the down stroke of the piston, the gas will be compressed in the chamber 4. Upon reaching the bottom dead center, the inlet passage 29 of the intake valve 27 will connect the ports 20 and 21 and the gas will rush through the passage 22 from the compression chamber 4 under pressure in the cylinder, will be recompressed by the piston, and upon the piston reaching the top center, will be exploded by the spark. After that, the action of the engine will become automatic, each down stroke being a power stroke. It will be understood that the exhaust valve 2e will open forty-five degrees before reaching bottom center and will close immediately before the intake valve.

It will thus be seen that I have provided a very simple and efiicient engine of the two-cycle type in which the incoming fresh gas, while passing through the channels or passages 26 of the exhaust valve 24, will be pre-heated, while at the same time, it will tend to cool the valves and valve chamber. It will also be seen that with my invention, crank case compression is entirely omitted, the fresh gas being ore-compressed on the down stroke of the piston and the gas used in the same cylinder in which it was precompressed.

While the accompanying drawings illustrate what I believe to be the preferred embodiment of my invention, it is to be understood that the invention is not limited thereto, but that various changes may be made in the construction, arrangement and proportions of the parts without departing from the scope of the invention, as defined in the appended claims.

lVhat I claim is 1. All internal combustion engine of the character described, including a cylinder, embodying a combustion chamber and a compression chamber, a valve chamber connected to the cylinder and formed with exhaust ports, one of which leads to the atmosphere and the other from the combustion chamber, said valve chamber being also formed with an intake port leading to the combustion chamber and with a passage leading to the lower end of the compression chamber, an exhaust valve mounted in the valve chamber and controlling the exhaust ports, an intake valve mounted in the valve chamber and controlling said intake port and passage, said exhaust valve being formed with passages to pass the fresh charges to said intake valve, and means for positively actuating said valves.

2. An internal combustion engine of the character described, including a cylinder, embodying a combustion chamber and a compression chamber, a valve chamber connected to the cylinder and formed with exhaust ports, one of which leads to the at mosphere and the other from the combustion chamber, said valve chamber being also formed with an intake port leading to the combustion chamber and with a passage leading to the lower end of the compression chamber, an exhaust valve mounted in the valve chamber and having a transverse passage controlling the exhaust ports, an intake valve mounted in the valve chamber and controlling said intake port and passage, said exhaust valve being formed with a longitudinal passage to pass the fresh fuel to said intake valve, and means for positively reciprocating said valves.-

3. An internal combustion engine of the character described, including a cylinder,

embodying a combustion chamber and a compression chamber, a valve chamber connected to the cylinder and formed with exhaust ports, one of which leads to the atmosphere and the other from the combustion chamber, said valve chamber beingalso formed with an intake port leading to the combustion chamber and with a passage leading to the lower end of the compression chamber, an exhaust valve mounted in the valve chamber and having a transverse passage controlling the exhaust ports, an intake valve mounted in the valve chamber and controlling said intake port and passage, said exhaust valve being formed with longitudinal passages on opposite sides of said transverse passage to pass the incoming charges to said intake valve, and means controlled by the crank shaft of the engine for actuating said valves.

4. An internal combustion engine of the character described, including a cylinder, embodying a combustion chamber and a compression chamber, a valve chamber connected to the cylinder and formed with exhaust ports, one of which leads to the atmosphere and the other from the combustion chamber, said valve'chamber being also formed with an intake port leading to the combustion chamber and with a passage leading to the lower end of the compression chamber, an exhaust valve mounted in the valve chamber and controlling the exhaust ports, an intake valve mounted in the valve chamber and controlling said intake port and passage, and means for positively actuating said valves, the exhaust valve being formed to pass the incoming charges to the intake valve, whereby they will be preheated and the valves and valve chamber correspondingly cooled.

5. An internal combustion engine of the character described, including a cylinder, embodying a combustion chamber and a compression chamber, a piston mounted to reciprocate therein, a valve chamber connected to the cylinder and provided with exhaust ports, one of which leads to the atmosphere and the other from the combustion chamber, the valve chamber being also formed with an intake port leading from the combustion chamber and with a passage leading to the bottom of the compression chamber, an exhaust valve movable in the valve chamber and formed with a transverse passage extending therethrough and adapted to establish communication between the exhaust ports and with vertical channels designed to pass the incoming charges through the exhaust valves to the intake port, an intake valve also mounted in said valve chamber and controlling the intake port and the passage leading to the compression chamber, and means for actuating said valves.

6. An internal combustion engine of the character described, including a cylinder, embodying a combustion chamber and a compression chamber, a piston mounted to reciprocate therein, a valve chamber connected to the cylinder and provided with exhaust ports, one of which leads to the atmosphere and the other from the combus tion chamber, the valve chamber being also formed with an intake port leading from the combustion chamber and with a passage leading to the bottom of the compression chamber, an exhaust valve movable in the valve chamber and formed with a transverse passage extending therethrough and adapted to establish communication between the exhaust ports and with vertical channels designed to pass the incoming charges through the exhaust valve to the intake valve, an intake valve also mounted in said valve chamber and controlling the intake port and the passage leading to the compression chamber, the engine being provided with a crank shaft having cams mounted thereon, a spring pressed plunger operatively connected to one of said cams and to the intake valve, another spring pressed plunger operatively connected to the other cam and extending upwardly therefrom, a walking beam fulcrumed on the cylinder and connected to the upper end of the second named plunger, and a valve stem connected to the exhaust valve and pivotally connected to the walking beam.

7. An internal combustion engine of the character described, including a cylinder, embodying a combustion chamber and an annular compression chamber, a piston movable in the combustion chamber and provided with an enlarged portion movable in the annular compression chamber, a valve chamber connected to the cylinder and formed with lateral exhaust ports, one of which leads from the combustion chamber, the valve chamber being also formed with an inlet port leading from the combustion chamber with an intake port disposed in diametrical relation to the inlet port and with a passage leading from the intake port to the compression chamber, an exhaust valve mounted in the valve chamber and having a transverse passage controlling the exhaust ports, and having longitudinal passages adapted to pass the fresh fuel to the intake valve, an intake valve mounted in the valve chamber and provided with an intake port designed to register with the intake port of the valve chamber and with a transversely extending inlet passage adapted to connect the inlet and intake ports of the valve chamber, and means for actuating said valves.

In testimony whereof I hereunto aflix my signature in the presence of two witnesses.

FRANK W. BUKOVINY.

\Vitnesses Jon M. LEMONS, E. L. SIEMANTEL.

(Zopies of this patent may be obtained for five cents each, by addressing the Gommissioner of Patents. Washington, D. 0. 

